CN113864075A - Diesel engine for ship - Google Patents

Diesel engine for ship Download PDF

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Publication number
CN113864075A
CN113864075A CN202111294647.6A CN202111294647A CN113864075A CN 113864075 A CN113864075 A CN 113864075A CN 202111294647 A CN202111294647 A CN 202111294647A CN 113864075 A CN113864075 A CN 113864075A
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CN
China
Prior art keywords
engine
egr
fuel injection
fuel
mode
Prior art date
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Granted
Application number
CN202111294647.6A
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Chinese (zh)
Other versions
CN113864075B (en
Inventor
村田聪
入口信也
上田哲司
伊藤和久
平冈直大
三柳晃洋
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Mitsubishi Heavy Industries Ltd
Japan Engine Corp
Original Assignee
Mitsubishi Heavy Industries Ltd
Japan Engine Corp
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Application filed by Mitsubishi Heavy Industries Ltd, Japan Engine Corp filed Critical Mitsubishi Heavy Industries Ltd
Priority to CN202111294647.6A priority Critical patent/CN113864075B/en
Publication of CN113864075A publication Critical patent/CN113864075A/en
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Publication of CN113864075B publication Critical patent/CN113864075B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F02D2021/083—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine controlling exhaust gas recirculation electronically
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The invention provides a marine diesel engine which can operate an engine body under a better condition. Comprising: an engine main body that supplies fuel from a fuel injection valve to a combustion chamber and burns the fuel; an EGR system that recirculates a part of exhaust gas discharged from an engine main body to the engine main body as combustion gas; and an engine control device that controls injection of fuel from the fuel injection valve or injection pressure and injection timing in the combustion cycle, wherein the engine control device executes control in an EGR mode in the case of setting for operation of the EGR system, and executes control in a normal mode in the case of setting for non-operation of the EGR system, and wherein the peak amount or peak pressure of fuel injection in one combustion cycle is a value larger than the peak amount or peak pressure of fuel injection in the normal mode in the case where the load of the engine main body is the same.

Description

Diesel engine for ship
The present application is a divisional application of the following applications:
application date of the original application: 24 days 11 month in 2017
Application No. of the original application: 201780070399.2
The invention name of the original application: diesel engine for ship
Technical Field
The present invention relates to a diesel engine for a ship.
Background
In a marine diesel engine, fuel is injected from a combustion injection nozzle into a combustion chamber, air is supplied from a scavenging port, and the fuel mixed with the air is combusted in the combustion chamber to push a piston, thereby rotating a rotary shaft. Here, patent document 1 describes an internal combustion engine for a vehicle, but it also describes control of injection of fuel supplied to a combustion chamber.
Documents of the prior art
Patent document
Patent document 1: japanese patent No. 4637036
In a marine diesel engine, fuel can be efficiently combusted by performing processing for controlling the injection timing and the injection amount of fuel injected in one combustion cycle. Among marine diesel engines, there is a marine diesel engine provided with: an engine main body; a supercharger that rotates a turbine by a force of exhaust gas discharged from an engine main body and supplies compressed air generated by a compressor coaxially connected to the turbine to the engine main body; and an EGR unit that recirculates a part of exhaust gas discharged from the engine body to the engine body.
Here, in a marine diesel engine capable of switching between an EGR mode in which exhaust gas is supplied to an engine body by an EGR unit and a normal mode in which exhaust gas is not supplied to the engine body by the EGR unit, when the engine is operated with the EGR mode being turned on, even if the injection timing and the injection amount of fuel injected in one combustion cycle are controlled, depending on conditions, a load of the engine body may occur in which combustion may become unstable or black smoke may be generated.
Disclosure of Invention
The present invention has been made to solve the above problems, and an object of the present invention is to provide a marine diesel engine capable of operating an engine body under better conditions in both an EGR mode and a normal mode.
Means for solving the problems
The present invention for achieving the above object is a marine diesel engine, including: an engine main body that supplies fuel from a fuel injection valve to a combustion chamber and burns the fuel; an EGR system that recirculates a part of exhaust gas discharged from the engine main body to the engine main body as combustion gas; and an engine control device that controls an amount or pressure of fuel injection and timing of injection from the fuel injection valve in a combustion cycle, the engine control device performing control in an EGR mode in a case of setting for operation of the EGR system, the engine control device performing control in a normal mode in a case of setting for non-operation of the EGR system, a peak amount or peak pressure of fuel injection in one combustion cycle being a value larger than a peak amount or peak pressure of fuel injection in the normal mode in a case where a load of the engine main body is the same.
In the marine diesel engine, the peak amount or pressure of fuel injection is changed between the EGR mode and the normal mode, and in the EGR mode, fuel is injected in a short time, so that extension of the combustion time in the EGR is suppressed, and the range in which fuel diffuses during combustion of fuel in the combustion chamber can be expanded. As a result, the fuel can be easily burned even in the EGR mode, and the engine main body can be operated under better conditions in both the EGR mode and the normal mode.
Further, in the EGR mode, it is preferable that a fuel injection period in one combustion cycle is shorter than that in the normal mode in a case where the load of the engine main body is the same.
Further, it is preferable that the engine control means increases a difference between the fuel injection period of the EGR mode and the fuel injection period of the normal mode as the load increases.
In the EGR mode, the start timing of fuel injection in one combustion cycle is preferably later than the start timing of the normal mode when the load of the engine main body is the same.
Further, it is preferable that the engine control device increases a difference between the start timing of the fuel injection in the EGR mode and the start timing of the fuel injection in the normal mode as the load increases.
Further, it is preferable that the engine control device increases a difference between a peak amount or a peak pressure of the fuel injection in the EGR mode and a peak amount or a peak pressure of the fuel injection in the normal mode as the load increases.
Further, preferably, the EGR system includes: an exhaust gas recirculation path that recirculates a part of exhaust gas discharged from the engine main body to the engine as combustion gas; an EGR valve provided in the exhaust recirculation path; and a scrubber for spraying a liquid to the combustion gas flowing through the exhaust gas recirculation path.
Preferably, the EGR system further includes a supercharger including a turbine rotated by the exhaust gas discharged from the engine body, and a compressor connected to the turbine and the rotary shaft and rotated by the rotation of the turbine to generate compressed gas, the supercharger supplying the compressed gas to the engine body, and the EGR system supplying a part of the exhaust gas to the compressor as the combustion gas.
Effects of the invention
According to the present invention, the amount or pressure of the peak of fuel injection is changed between the EGR mode and the normal mode, and fuel is injected in a short time in the EGR mode, thereby suppressing the extension of the combustion time in the EGR and expanding the range in which fuel diffuses during the combustion of fuel in the combustion chamber. As a result, the fuel can be easily burned even in the EGR mode, and the engine main body can be operated under better conditions in both the EGR mode and the normal mode.
Drawings
Fig. 1 is a schematic diagram showing a marine diesel engine provided with an EGR system according to the present embodiment.
Fig. 2 is a schematic configuration diagram showing an EGR system according to the present embodiment.
Fig. 3 is a schematic diagram showing a schematic configuration of an engine main body according to the present embodiment.
Fig. 4 is a flowchart showing an example of control of the engine drive device.
Fig. 5 is a graph showing the relationship between the injection amount or injection pressure of fuel and time in the combustion cycle.
Fig. 6 is a graph showing a relationship between a crank angle and an in-cylinder pressure.
Fig. 7 is a graph showing the relationship between the engine load and the injection period difference.
Fig. 8 is a graph showing the relationship between the engine load and the maximum injection amount ratio or the maximum pressure ratio.
Fig. 9 is a graph showing a relationship between an engine load and a variation at the start of injection.
Detailed Description
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The present invention is not limited to the present embodiment, and when there are a plurality of embodiments, the present invention also includes a combination of the embodiments.
Fig. 1 is a schematic diagram showing a marine diesel engine provided with an EGR system, and fig. 2 is a schematic diagram showing the EGR system.
As shown in fig. 1, a marine diesel engine 10 according to the present embodiment includes an engine body (engine) 11, a supercharger 12, and an EGR system 13.
As shown in fig. 2, the engine main body 11 is a mechanism for propulsion (main mechanism) that rotationally drives a propeller for propulsion via a propeller shaft (not shown). The engine body 11 is a one-way scavenging crosshead diesel engine, and is a two-stroke diesel engine, and the flow of intake/exhaust gas in the cylinder is one direction from below to above, and no exhaust gas remains. The engine body 11 includes a plurality of cylinders 21 in which pistons move up and down, a scavenging passage 22 communicating with each cylinder 21, and an exhaust manifold 23 communicating with each cylinder 21. Further, a scavenging port 24 is provided between each cylinder 21 and the scavenging passage 22, and an exhaust gas flow passage 25 is provided between each cylinder 21 and the exhaust manifold 23. The intake passage G1 is connected to the scavenging passage 22 of the engine body 11, and the exhaust passage G2 is connected to the exhaust manifold 23.
Fig. 3 is a schematic diagram showing an engine main body. Fig. 3 shows a portion of the engine body 11 corresponding to one piston and cylinder 21. The engine body 11 includes a lower platen 111, a frame 112 provided on the platen 111, and a cylinder liner 113 provided on the frame 112. The platen 111, the frame 112, and the cylinder liner 113 are fastened and fixed integrally by a plurality of tie bolts (tie bolts/fastening members) 114 and nuts 115 extending in the vertical direction.
A cylinder liner 116 is provided to the cylinder liner 113, and a cylinder head 117 is provided to an upper end of the cylinder liner 116. The cylinder liner 116 and the cylinder head 117 define a space 118, and a piston 119 is vertically reciprocated in the space 118 to form a combustion chamber 120. Further, the cylinder head 117 is provided with an exhaust valve (exhaust valve) 121. The exhaust valve 121 opens and closes the combustion chamber 120 and the exhaust pipe 122. The exhaust valve 121 may have a function of opening and closing the combustion chamber 120 and the exhaust pipe 122, and is not necessarily provided in the center of the cylinder head 117. The fuel injection nozzle injects fuel into the combustion chamber 120. The fuel supply unit supplies fuel to the fuel injection nozzle. The fuel supply unit includes a control valve, a pressure pump, and the like, and controls the amount and pressure of the fuel injected from the fuel injection nozzle by controlling the supply pressure and the control valve.
Therefore, the fuel supplied from the fuel injection nozzle 130 and the combustion gas compressed by the supercharger 12 are supplied to the combustion chamber 120, whereby combustion is performed. The piston 119 is moved up and down by energy generated by the combustion. At this time, when the combustion chamber 120 is opened by the exhaust valve 121, the exhaust gas generated by the combustion is pushed out to the exhaust pipe 122, and the combustion gas is introduced from the scavenging port 24 to the combustion chamber 120. The exhaust pipe 122 is connected to the exhaust manifold 23.
The piston 119 is connected at a lower end portion to an upper end portion of the piston rod 123, and is connected to be movable in the piston axis direction together with the piston rod 123. The platen 111 is a crankcase, and is provided with a bearing 125 for rotatably supporting the crankshaft 124. The crankshaft 124 is rotatably connected to a lower end portion of a connecting rod 127 via a crank 126. In the frame 112, a pair of guide plates 128 extending in the vertical direction are fixed with a predetermined interval therebetween, and a cross head 129 is supported between the pair of guide plates 128 so as to be movable vertically. The crosshead 129 rotatably connects a lower half portion of a crosshead pin provided at a lower end portion of the piston rod 123 to a crosshead bearing connected to an upper end portion of the connecting rod 127.
Therefore, the piston 119, to which energy generated in the combustion chamber 120 of the cylinder liner 113 is transmitted, is pressed down in the direction of the installation surface of the engine body 11 (the direction of the platen 111 side, that is, downward in the piston axis direction) together with the piston rod 123. Then, the piston rod 123 pushes down the crosshead 129 in the piston axis direction, and rotates the crankshaft 124 via the connecting rod 127 and the crank 126.
The engine body 11 is provided with a rotation speed detection unit 62 and a fuel charge amount detection unit 64. The rotation speed detector 62 detects the rotation speed of the engine body 11 (the rotation speed of the rotary shaft connected to the propeller shaft). The rotation speed detector 62 may detect the rotation speed of the rotary shaft inserted into the engine body 11, but may detect the rotation speed of the propeller shaft. The fuel input amount detection unit 64 detects the fuel input amount of the engine body 11.
The engine control device 26 controls the operation of the engine main body 11. The engine control device 26 controls the operation of the engine main body 11 based on various input conditions such as a required load and results detected by various sensors such as the rotation speed detection unit 62 and the fuel input amount detection unit 64. The engine control device 26 controls the injection timing and the injection amount of the fuel into the cylinder 21 and the opening/closing timing of the exhaust valve 121, thereby controlling the fuel input amount and the rotation speed of the engine body 11 and the combustion in the combustion chamber 120. The engine control device 26 controls the output of the engine main body 11 by controlling the fuel input amount and the rotation speed.
The supercharger 12 is configured such that a compressor (compressor) 31 and a turbine 32 are connected to rotate integrally via a rotary shaft 33. In the supercharger 12, the turbine 32 is rotated by the exhaust gas discharged from the exhaust passage G2 of the engine body 11, the rotation of the turbine 32 is transmitted by the rotary shaft 33 to rotate the compressor 31, and the compressor 31 compresses at least one of the air and the recirculated gas and supplies the compressed gas as compressed gas from the intake passage G1 to the engine body 11. The compressor 31 is connected to an intake path G6 through which air is taken in from the outside (atmosphere).
The supercharger 12 is connected to an exhaust path G3 for discharging exhaust gas that rotates the turbine 32, and the exhaust path G3 is connected to a chimney (wind hood), not shown. Further, an EGR system 13 is provided between the exhaust passage G3 and the intake passage G1.
The EGR system 13 includes exhaust gas recirculation paths G4, G5, G7, a scrubber 42, a demister unit 14, an EGR blower (blower) 47, and an EGR control device 60. The EGR system 13 mixes a part of the exhaust gas discharged from the engine body 11 with air as recirculated gas, and then, the mixture is compressed by the supercharger 12 and recirculated to the marine diesel engine 10 as combustion gas, thereby suppressing the generation of NOx due to combustion. Here, although a part of the exhaust gas is extracted from the downstream side of the turbine 32, a part of the exhaust gas may be extracted from the upstream side of the turbine 32.
In the following description, the exhaust gas is discharged from the engine body 11 to the exhaust passage G2, and then discharged to the outside through the exhaust passage G3. The recirculated gas refers to a portion of the exhaust gas separated from the exhaust path G3. The recirculated gas returns to the engine body 11 through exhaust recirculation paths G4, G5, G7.
One end of the exhaust recirculation path G4 is connected to a middle portion of the exhaust path G3. An EGR inlet valve (opening/closing valve) 41A is provided in the exhaust gas recirculation path G4, and the other end of the exhaust gas recirculation path G4 is connected to the scrubber 42. The EGR inlet valve 41A opens and closes the exhaust gas recirculation path G4, thereby opening and closing the exhaust gas branched from the exhaust path G3 to the exhaust recirculation path G4. The EGR inlet valve 41A may be a flow rate adjustment valve to adjust the flow rate of the exhaust gas passing through the exhaust recirculation path G4.
The scrubber 42 is a venturi type scrubber, and includes a hollow throat 43, a venturi 44 for introducing exhaust gas, and an expansion 45 for gradually returning to the original flow rate. The scrubber 42 includes a water jet unit 46 that jets water to the recirculated gas introduced into the venturi unit 44. An exhaust gas recirculation path G5 is connected to the scrubber 42, through which a recirculation gas from which harmful substances such as Particles (PM) such as SOx and coal dust have been removed and a drain containing the harmful substances are discharged. In the present embodiment, a venturi type is used as the scrubber, but the present invention is not limited to this configuration. The marine diesel engine 10 may also include an exhaust gas cleaning device other than the scrubber 42.
A demister unit 14 and an EGR blower 47 are provided in the exhaust gas recirculation path G5.
The demister unit 14 separates the recirculated gas from the drain water, from which the harmful substances are removed by the water injection. The demister unit 14 is provided with a drain water circulation path W1 for circulating drain water to the water jet part 46 of the scrubber 42. The drain circulation path W1 is provided with a storage tank 49 for temporarily storing mist (drain) and a pump 50.
The EGR blower 47 sends the recirculated gas in the scrubber 42 from the exhaust gas recirculation path G5 to the compressor 31 via the demister unit 14.
One end of the exhaust gas recirculation path G7 is connected to the EGR blower 47, and the other end is connected to the compressor 31 via a mixer (not shown), and the EGR blower 47 sends the recirculation gas to the compressor 31. An EGR outlet valve (opening/closing valve or flow rate adjustment valve) 41B is provided in the exhaust recirculation path G7. The air from the intake path G6 and the recirculated gas from the exhaust recirculation path G7 are mixed in a mixer to generate combustion gas. The mixer may be provided separately from the muffler, or the muffler may be configured to have a function of mixing the recirculated gas and the air without separately providing the mixer. The supercharger 12 can supply the combustion gas compressed by the compressor 31 to the engine body 11 through the intake passage G1, and an air cooler (cooler) 48 is provided in the intake passage G1. The air cooler 48 cools the combustion gas by exchanging heat between the combustion gas compressed by the compressor 31 to have a high temperature and the cooling water. In the EGR system 13, the oxygen concentration detection unit 66 is disposed in the intake passage G1 or the scavenging passage 22. The oxygen concentration detection unit 66 of the present embodiment is disposed on the engine body 11 side of the air cooler 48. The oxygen concentration detection unit 66 detects the oxygen concentration of the air supplied to the engine body 11, that is, the oxygen concentration of the combustion gas when the EGR system 13 is operated.
The EGR control device 60 controls the operation of each part of the EGR system 13. The EGR control device 60 acquires load information from the engine control device 26. The EGR control device 60 sends information on the opening and closing of the EGR system 13 to the engine control device 26. The EGR control device 60 acquires rotation speed information of the engine body 11 from the rotation speed detection unit 62. The EGR control device 60 acquires information on the fuel input amount of the engine body 11 from the fuel input amount detection unit 64. The EGR control device 60 acquires information on the oxygen concentration of the combustion gas supplied to the engine body 11 from the oxygen concentration detection unit 66. The EGR control device 60 controls the operating state of the EGR blower 47 and the amount of recirculated gas supplied from the EGR system 13 to the engine body 11 based on the acquired load information of the engine body 11 and the oxygen concentration of the air supplied to the engine body 11. The EGR control device 60 stores the relationship between the load of the engine body 11 and the target value of the oxygen concentration, and calculates the target value of the oxygen concentration from the load. The EGR control device 60 calculates a target value of the oxygen concentration based on a relationship between the load of the engine body 11 and the target value of the oxygen concentration, and calculates the frequency (operating frequency) of the EGR blower 47 based on the relationship between the calculated target value of the oxygen concentration and the acquired oxygen concentration and the current frequency of the EGR blower 47. EGR control device 60 rotates EGR blower 47 at the calculated frequency of EGR blower 47. The EGR control device 60 also controls the opening and closing of the parts other than the EGR blower 47, for example, the EGR inlet valve 41A, EGR and the outlet valve 41B, and the operation of the scrubber 42.
The following describes the operation of the EGR system 13 according to the present embodiment. As shown in fig. 2, in the engine body 11, when combustion gas is supplied from the scavenging passage 22 into the cylinder 21, the combustion gas is compressed by the piston, and the high-temperature combustion gas is injected with fuel to be naturally ignited and burned. The generated combustion gas is discharged as an exhaust gas from the exhaust manifold 23 to the exhaust path G2. The exhaust gas discharged from the engine body 11 is discharged to the exhaust passage G3 after rotating the turbine 32 in the supercharger 12, and when the EGR inlet valve 41A and the EGR outlet valve 41B are closed, the entire amount is discharged to the outside from the exhaust passage G3.
On the other hand, when the EGR inlet valve 41A and the EGR outlet valve 41B are opened, a part of the exhaust gas flows from the exhaust passage G3 to the exhaust recirculation passage G4 as recirculation gas. The recirculated gas flowing to the exhaust recirculation path G4 is passed through the scrubber 42 to remove harmful substances. That is, when the recirculated gas passes through the venturi 44 at a high speed, the scrubber 42 sprays water from the water spray unit 46 to cool the recirculated gas with the water, and drops and removes harmful substances together with the water. The mist (drain water) containing the harmful substances flows into the demister unit 14 together with the recirculated gas.
The recirculated gas from which the harmful substances are removed by the scrubber 42 is discharged to the exhaust gas recirculation path G5, separated from mist (drain water) by the demister unit 14, and then sent to the supercharger 12 through the exhaust gas recirculation path G7. The recirculated gas is mixed with the air taken in from the intake passage G6 to become combustion gas, and after being compressed by the compressor 31 of the supercharger 12, the recirculated gas is cooled by the air cooler 48 and supplied from the intake passage G1 to the engine body 11.
Next, the control of the engine main body 11 by the engine control device 26 of the marine diesel engine 10 will be described with reference to fig. 4. Fig. 4 is a flowchart showing an example of control of the engine drive device.
The engine control device 26 switches the control conditions of each part between the setting for operating the EGR system 13 and the setting for not operating the EGR system 13, i.e., the setting for stopping the EGR system 13. The setting not to operate the EGR system 13 is a state in which recirculation of a part of the purified exhaust gas supplied from the EGR system 13 to the engine body 11 is not performed, and a part of the EGR system 13 such as the scrubber 42 of the EGR system 13 can be operated.
The engine control device 26 executes the control in the EGR mode in the setting for operating the EGR system 13, and executes the control in the normal mode in the setting for not operating the EGR system 13. Hereinafter, description will be given with reference to fig. 4. The engine control device 26 determines whether or not the setting for driving the EGR system 13 is made via the EGR control device 60 (step S12). The setting for driving the EGR system 13 is whether the switch is on or off when the user can operate the switch for turning on or off the EGR system 13. In the setting of driving the EGR system 13, the EGR system 13 may not be actually driven. For example, in the case of the setting in which the EGR system 13 is driven when the load of the engine body 11 is equal to or greater than the threshold value in the marine diesel engine 10, the EGR system 13 is not operated when the load of the engine body 11 is low even in the setting in which the EGR system 13 is driven.
When it is determined that the setting for driving the EGR system 13 is yes (yes at step S12), the engine control device 26 selects the EGR mode (step S14), and controls each unit based on the setting of the EGR mode. When it is determined that the EGR system 13 is not set (no in step S12), the engine control device 26 selects the normal mode (step S16), and controls each unit based on the setting of the normal mode.
Next, control of fuel injection from the fuel injection nozzle 130 to the combustion chamber 120 by the engine control device 26 will be described with reference to fig. 5 and 6. Fig. 5 is a graph showing the relationship between the injection amount or injection pressure of fuel and time in the combustion cycle. Engine control device 26 injects fuel from fuel injection nozzle 130 based on the fuel injection pattern of injection amount or injection pressure versus time shown in fig. 5. In fig. 5, the horizontal axis represents time, and the vertical axis represents the fuel injection amount or the combustion injection pressure, but the fuel injection pattern is not limited to this. In the vertical axis, the more toward the upper side of the figure, the more the ejection amount or the ejection pressure. The fuel injection mode may control both the injection amount and the injection pressure, or may control one of the injection amount and the injection pressure. The fuel injection pattern may be substituted for time with the horizontal axis as crank angle (timing within one combustion cycle). In this way, the fuel injection mode can express the amount or pressure of injected fuel at each time point in the combustion cycle in association with the angle of the combustion cycle. In this case, the fuel injection mode is controlled based on the crank angle that is an angle of 360 degrees per stroke of the piston of the engine body 11 as described above. That is, when the crank angle is a set angle, engine control device 26 supplies fuel of a set amount or pressure from fuel injection nozzle 130 to combustion chamber 120. The vertical axis in fig. 5 may be an injection pressure instead of the injection amount. Fig. 5 shows a fuel injection pattern under the same engine load, that is, a fuel injection pattern under the same load.
The fuel injection pattern 202 shown by the solid line in fig. 5 represents the relationship between the time and the injection amount or the injection pressure in the EGR mode (EGR on). The fuel injection mode 204 shown by a broken line in fig. 5 represents the relationship of time and the injection quantity or the injection pressure in the normal mode (EGR off). Fig. 5 is a graph obtained by extracting the period during which fuel is injected from one cycle. That is, if the crank angle is correlated with, the range is not 360 degrees, but only a partial angular range. In fig. 5, time is represented by time t1、t2、t3、t4、t5、t6In that order. Time t1、t2、t3、t4、t5、t6Can be correlated with crank angle, according to time t1、t2、t3、t4、t5、t6The sequential crank angle increases. In addition, the injection quantity m2Greater than the injection quantity m1. When the EGR mode, which is a setting for the operation of the EGR system 13, is used, the engine control device 26 controls the injection of fuel based on the fuel injection mode 202. The engine control device 26 controls the injection of fuel based on the fuel injection mode 204 when the normal mode, which is a setting for not operating the EGR system 13, is used.
The fuel injection mode 204 of the normal mode is at time t1Starting the injection of fuel at time t4The injection amount reaches the maximum (injection amount m)1) At time t6The injection is ended. The fuel injection mode 202 of the EGR mode is at time t2Starting the injection of fuel at time t3The injection amount reaches the maximum (injection amount m)2) At time t5The injection is ended. Maximum injection quantity m of fuel injection mode 202 of EGR mode2Most of the fuel injection mode 204 than the normal modeLarge ejection volume m1Much more. In the fuel injection mode 202 of the EGR mode, the timing at which the injection amount of fuel reaches the maximum is earlier than in the injection mode 204 of the normal mode. Then, the fuel injection mode 202 of the EGR mode is performed at a specific time t1Late time t2Starting injection at a specific time t6Early moment t5The injection is ended. That is, the fuel injection mode 202 of the EGR mode injects fuel in a shorter time than the injection mode 204 of the normal mode. Further, the total amount of fuel injected by the fuel injection mode 202 of the EGR mode and the fuel injection mode 204 of the normal mode is the same amount because the load is the same. In the fuel injection mode 202 of the EGR mode, the fuel injection starts later and ends earlier than in the fuel injection mode 204 of the normal mode.
Fig. 6 is a graph showing a relationship between a crank angle and an in-cylinder pressure. Fig. 6 shows the crank angle on the horizontal axis and the cylinder pressure on the vertical axis. The solid line 212 represents the change in the in-cylinder pressure in the case where combustion is performed in the fuel injection mode 202 in the EGR mode. The broken line 214 indicates the change in the in-cylinder pressure in the case where combustion is performed in the fuel injection mode 204 in the normal mode. As shown in fig. 6, the engine control device 26 controls fuel injection based on the fuel injection mode 202 of the EGR mode, so that fuel can be appropriately combusted even in the EGR mode in which the oxygen concentration is low, and the maximum value of the in-cylinder pressure during combustion can be maintained high. Specifically, the engine control device 26 controls fuel injection based on the fuel injection mode 202 of the EGR mode. Accordingly, in the diesel engine 10, in a state where the EGR system 13 is operated, a large amount of fuel is first introduced into an environment where the oxygen concentration is low and combustion is difficult, whereby the ignition delay can be shortened and the increase in the in-cylinder pressure can be accelerated. Further, since fuel is injected in a short time, the force of fuel diffusion can be increased to expand the diffusion range. Thus, even in a state where the combustion of the fuel is difficult to transmit and the rise of the in-cylinder pressure is slow, the in-cylinder pressure at the time of combustion can be maintained to the same extent as in the normal mode in which EGR is not performed. Here, the maximum value of the in-cylinder pressure indicated by the solid line 212 and the broken line 214 in fig. 6 is the maximum value of the pressure generated by the combustion of the fuel under a certain load, and is a value lower than the design allowable in-cylinder pressure of the engine main body 11.
The engine control device 26 switches the fuel injection mode between the normal mode and the EGR mode, and by making the maximum value (peak amount or peak pressure) of the injection amount or injection pressure of the fuel in the EGR mode larger than the maximum value (peak amount or peak pressure) of the injection amount or injection pressure of the fuel in the normal mode, appropriate combustion can be performed, and the possibility of incomplete combustion of the fuel, the possibility of generation of black smoke, and the possibility of unstable combustion can be reduced. In the marine diesel engine 10 of the present embodiment, the EGR system 13 is operated to reduce the oxygen concentration of the air supplied to the combustion chamber 120, thereby increasing the risk of instability of combustion and generation of black smoke, but the fuel injection pattern 202 controls the injection of fuel in a mode different from the fuel injection pattern 204 of the normal mode, thereby suppressing the instability of combustion and the generation of black smoke due to incomplete combustion. In addition, since combustion can be stably performed, a desired output can be obtained.
The engine control device 26 sets the fuel injection mode 202 in the EGR mode and the fuel injection mode 204 in the normal mode, and controls fuel injection in accordance with each mode, thereby enabling the engine to operate stably in each mode and improving the operating efficiency.
In addition, the engine control device 26 makes the combustion injection period of the fuel injection mode 202 of the EGR mode, that is, the fuel injection period in one combustion cycle shorter than the combustion injection period of the fuel injection mode 204 of the normal mode, so that the fuel can be stably combusted in both the EGR mode and the normal mode.
Further, the engine control device 26 makes the timing of the peak of the injection amount or the injection pressure of the fuel in the fuel injection mode 202 of the EGR mode earlier than the timing of the peak of the injection amount or the injection pressure of the fuel in the fuel injection mode 204 of the normal mode, so that the fuel can be stably combusted in both the EGR mode and the normal mode.
Further, the engine control device 26 makes the start timing of fuel injection in the fuel injection mode 202 of the EGR mode later than the start timing of fuel injection in the fuel injection mode 204 of the normal mode, so that the internal cylinder pressure can be maintained in the same state in both the EGR mode and the normal mode.
Further, engine control device 26 calculates fuel injection patterns 202 and 204 for each load of engine main body 11 in the system of fuel injection patterns 202 and 204, respectively. In addition, it is preferable to switch to the fuel injection mode 202 corresponding to the load of the engine body 11 when EGR is performed, and to switch to the fuel injection mode 204 corresponding to the load of the engine body 11 when the normal mode in which EGR is not performed. This enables the fuel injection mode to be set to a mode suitable for the operating conditions.
Fig. 7 is a graph showing the relationship between the engine load and the injection period difference. As shown in fig. 7, it is preferable that the engine control means 26 make the difference between the fuel injection period of the fuel injection mode 202 of the EGR mode and the fuel injection period of the fuel injection mode 204 of the normal mode increase as the engine load increases. By thus making the difference between the fuel injection periods larger as the engine load increases, it is possible to burn fuel well even under conditions where the load increases and it becomes more difficult for the fuel to burn in the EGR mode.
Fig. 8 is a graph showing the relationship between the engine load and the maximum injection amount ratio or the maximum pressure ratio. As shown in fig. 8, the engine control device 26 preferably increases the difference between the maximum pressure of fuel injection in the fuel injection mode 202 of the EGR mode and the maximum pressure of fuel injection in the fuel injection mode 204 of the normal mode as the engine load increases. As shown in fig. 8, the same pressure as the fuel injection pressure is applied to the injection quantity. By thus increasing the difference between the maximum pressure (peak pressure) or the maximum amount (peak amount) of fuel injection as the engine load increases, it is possible to favorably combust fuel even under the condition that the load increases and the fuel becomes more difficult to combust in the EGR mode.
Fig. 9 is a graph showing a relationship between an engine load and a variation at the start of injection. Here, as shown in fig. 9, the engine control device 26 preferably increases the difference between the injection start timing of the fuel injection pattern 202 in the EGR mode and the injection start timing of the fuel injection pattern 204 in the normal mode as the engine load increases. By increasing the difference in the injection start timing as the engine load increases in this way, it is possible to favorably combust the fuel even under conditions where the load increases and the fuel is more difficult to combust in the EGR mode.
Description of the symbols
10 diesel engine for ship
11 Engine body
12 pressure booster
13 EGR system
14 demister unit
26 Engine control device
41A EGR inlet valve
41B EGR Outlet valve
42 washing device
47 EGR blower
48 air cooler (cooler)
60 EGR control device
62 rotation speed detection part
64 fuel input amount detecting part
66 oxygen concentration detection part
111 bedplate
112 frame
113 cylinder liner
114 stay bolt (tie-bolt/connecting component)
115 nut
116 Cylinder liner
117 cylinder head
118 space part
119 piston
120 combustion chamber
121 exhaust valve
122 exhaust pipe
123 piston rod
124 crankshaft
125 bearing
126 crank
127 connecting rod
128 guide plate
129 crosshead

Claims (4)

1. A marine diesel engine is characterized by comprising:
an engine main body that supplies fuel from a fuel injection valve to a combustion chamber and burns the fuel;
an EGR system that recirculates a part of exhaust gas discharged from the engine main body to the engine main body as combustion gas; and
an engine control device for controlling the amount of fuel injected from the fuel injection valve or the pressure of the fuel injection and the injection timing in a combustion cycle,
the engine control means performing control in an EGR mode in the case of a setting for operation of the EGR system, the engine control means performing control in a normal mode in the case of a setting for non-operation of the EGR system,
in the EGR mode, a peak amount or a peak pressure of fuel injection in one combustion cycle is a value larger than a peak amount or a peak pressure of fuel injection in the normal mode in a case where a load of the engine main body is the same,
in the EGR mode, a fuel injection period in one combustion cycle is shorter than that in the normal mode with the same load on the engine main body,
the engine control means increases the difference between the fuel injection period of the EGR mode and the fuel injection period of the normal mode as the load increases.
2. The marine diesel engine according to claim 1,
in the EGR mode, the start timing of fuel injection in one combustion cycle is later than the start timing of the normal mode in a case where the load of the engine main body is the same.
3. The marine diesel engine according to claim 1,
the EGR system has:
an exhaust gas recirculation path that recirculates a part of the exhaust gas discharged from the engine main body to the engine as combustion gas;
an EGR valve provided in the exhaust recirculation path; and
and a scrubber that injects a liquid to the combustion gas flowing through the exhaust gas recirculation path.
4. The marine diesel engine according to claim 1,
a turbocharger including a turbine that rotates by exhaust gas discharged from the engine body, and a compressor that is connected to the turbine and a rotary shaft and that generates compressed gas by rotation of the turbine, the turbocharger supplying the compressed gas to the engine body,
the EGR system supplies a part of exhaust gas to the compressor as combustion gas.
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JP2016233381A JP6842284B2 (en) 2016-11-30 2016-11-30 Marine diesel engine
PCT/JP2017/042263 WO2018101172A1 (en) 2016-11-30 2017-11-24 Diesel engine for ship
CN201780070399.2A CN109983214B (en) 2016-11-30 2017-11-24 Diesel engine for ship
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CN109983214A (en) 2019-07-05
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